Railway-switch



` (No Model.)

J. GE-BBY, JI'.

RAILWAY SWITCH.

Patented July 17, 188:3.v

` lvm-281,486.

MMV

UNITED' STATES PATENT OEEIcE.

JOHN GEBEY, JE., E BELLEEONTAIEE, omo.

RAI LwAY-svwlTcH.

SPECIFICATION forming part of Letters Patent No. 281,486, dated July 17, 1883.

v l Application iiled January 31,1883. (No model.)

To all whom it may concern.'

` Be it known lthat I, JOHN GERRY, J r., a citiwise play and playing under the ends of the zen of the United States, and a resident of Bellefontaine, in the county of Logan and State of Ohio, have invented a new and useful Railway- Switch, of which the following is a specication.

Figure l represents my device as used on the road, showing theswitch and my substitute for the frog, both operated by the lever B, double-crank ro'd C, and slides l); Fig. 2, a side view of my lever and double-crank rod;

Fig. 3, my movable `rail with the devices forA holding it firmly down on the ties Fig. 4, a sectional end view of swinging rail and mode of fastening it on its pivot.

A is the main track, E, the switch 5 F, swinging rail, (substitute for the frog now used) pivoted .t I; G, sliding curved' clamp, loosely secured at II to hold the rail 4firmly down on the ties and still permit its vibration, K, two series of spikes along the sides of the path of the swinging rail, arranged to hold the rail firmly on opposite sides in either position the rail assumes, and prevent its turning or upsetting. C is the double-.crank rod; l), bars connecting crank with` the switch E and swinging rail F, M, end of the T-rail; N, spikes securing it to 'a block, O, in which pivot I turns; Q, plate to which pivot is secured; R, standard; S, holes in which pins are placed to regulate the position of the hand-lever.

My obj ect is to do away with the bumping, battering motion given the cars in crossing a frog, while switching the cars or at other times, to simplify and cheapen'the construc-` tion of track, and at the same time give a firm, reliable, steady, and continuous track for the cars to travel on. 'Io this end I substitute,

instead of the triangular frog, side rails, 8vo., now in use, a swinging rail pivoted in the center to give a broad sweep, and having curved slotted guides loosely attached to the ties, in such a manner as to allow free swing in the main rails, so that the swinging rail will always be held firmly and at the saine height as the main rails. I also provide two series of spikes on each side of the rail, one set of 5o each series holding the rail firmly on both sides tothe ties when the switch is being niade, and the other set holding the rail on two sides when used in the main track. These, togetherwith the swinging guides, prevent any possibility of the rail ever tipping while the train is crossing tracks, and guarantee a smooth, continuous crossing. My swinging rail is bolted to block O, in which the pivot revolves, and the bottom of the pivot is bolted onto a bottom plate, Q, below the ties, in such manner as to `give a perfectly free swing to y direction of the curve, but preventing side- 45 the rail, and also render the pivot always steady A and iirm. .One end of my swinging rail is pivoted to a sliding bar attached to a-doublecrank rod, which is operated by a hand-lever at the side of the track. The same movement of the lever which operates the swinging rail operates the switch through the double crank, as shown, so that the switchman opens or closes the switch by the same movement of the lever `B that changes the swinging railfrom the main track to forni a continuous part of the side track.

I am aware that swinging rails, to form a continuous track are old, and do not claim such, broadly, but simplymy mode of pivot- K ing and of holding thc pivoted rail firmly in its seat in whichever way it is used.

Vhat I claim is- The combination, with the swinging rail F, pivoted at I, of the lever C and rod D, sliding clamp G, and the spikes K, substantially as set forth. Y

' JOHN GEBBY, JE.

Witnesses:

EL L'. CAMPBELL, M. KERNAN. 

